Railway-car



(No Model.) 5 sheets-sheet 1. J. MAGLAGHLAN.

RAILWAY GAR.

Patented Apr. 11, 1882.

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(N0 Model.)

J. ,MACLACHLAN RALWAY GAB.. Np. 256,346.

\ (No Model.) 5 sheets-fshet 3 J. MACLAOHLAN.

Y RAILWAY CAR.

N0.256,3/16I n Patented AprrlLlsaz.

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' (No Model.) 5 sneetsQsheet 4.

J. MAGLAGHLAN.

RAILWAY GAR, No.l256,346. Patented Apr. 11,1882.

N. PETERS, PhnmLimngnpnnr, wnshingmn, DA1

(No Model.) 5 sh-eets-sneen s, lJ.` MAGLA GHLMI.v RAILWAY GAB..l

No. 256.346. Patented Apr. 1 1, 1882'.

N. PETERS. Pholoulngnpher. wnshinglon. D4 l;

Umm smi-Es PATENT Ori-Iono JOIIN MAGLACHLAN, OF NEW ORLEANS, LOUISIANA.

RAI LWAY-CAR.

SPECIFICATION forming part of Letters Patent vNo. 256,346, dated April 11, 1882,

Application filed May 14, 1881. (No model.) Patented in England J' une 1, 1878, and February 4, 1880.

To al whom it may concern:

Be it known that I, J oHN MAcLAcHLAN, a resident of the city ot' New Orleans, parish of'` Orleans, and State of Louisiana, have invented a certain new and useful Improvement in ltailway-Garriages, Tramway-Cars, &c. and I do hereby declare the following to be afull,

Y clear, and correct 'description of the same, reference being had to the v.annexed drawings, making a part of this specification. L

This invention relates to the construction of' railway-carriages, tram way-cars, and other vehicles, andto improved modes and means and arrangement of mechanism specially designed for causing the axles of such carriages to assume radial or normal positions in traversing sharp curves, and enable the wheels to run in planes tangential, or nearly so, to the curves of the rails, so as to admit `of long carriages turning these curves without incurring the li-l ability ot' being thrown off the rails, or wearing the wheels or rails by excessive friction, which has heretofore been usual. In order that the nature and novelty ot' m) invention may be fully understood, I shall now proceed to describe the several figures on the.

drawings, which are hereto appended for that purpose, the same reference-letters indicating the same or like parts in' the several figures where shown.

Figure 1 represents a side elevation, partly Vin section, ot' the trucks and under-framingof nary construction, are not shown, but only7 indicated by the long, lower, horizontal, rigid, or

i bound frame Z, which carries the whole verl" tical `framin g ofthe sets'of passenger compartment-s and fttin gs above it, all as usual, and so not further indicated in the drawings. In this carriage and arrangement of' the improvements the .whole is shown as carried on six wheels, e, ranged in pairs, (to run on the opposite rails, z' e', as usuah) one on each opposite end of three axles, acenter one, a, and two outer ones, a' a', and mountedin their bushes z" and horn-plates z2, all so far much as usual, but secured at greater distances apart on a central and two under swivelin g frames, A and AB B, respectively, with the axles and wheels near the middle ot' these frames. v

-The central frame, A, is constructed of stron g malleable iron or steel angle (L) or tee (T) bars riveted togetherlongitudinally and transversely, and Yterminates at each end in an angular part-AQ Vin which the eyes A" of their swiveling joints are formed, and where the central axle-framin g, A, is coupled to similar eyes, B", in the adjacent angled ends, B', ofthe outer or end axle-frames, B B, by swivel pins, studs, or pivots b at each end ot the central frame, A, on the central line of'the carriage in its normal positionthat is, as when the carriage is traversing a straight line of' rails, and preferably near the mid-positions between the central axle', c, and the end axle, a' a', and the carriage'- frame Z is attached to the two outer swiveling frames, B B, by a joint-pin, b', in each, placed nearly midway between the center of the outer axles, a' a', and the swiveling joints b of' the frames A B B in the longitudinal center line of the whole. The inner angular end, B', of' each outer swiveling axle-frame or bogie, B B, overlaps the outer ends, A', of A the central bogie-frame, A, and may have segmental bearing surfaces between them, as shown by the dot-ted lines at AX and BX in Fig. 2, soas to give lateral and horizontal steadiness.

The joint-pins b are fitted into and passed through strong flanged bosses or disks a' c2, preferably made of steel, offering an extended bearing-surface to eachother horizontally, and ,these disks are securely held in the eyes A" and B" at the ends of the frames A and B B. The inner end of each outer swiveling frame B is tapered toward the centerat B', where each is formed with or terminates in a strong iron o'lsteel bar or longitudinal arm, B'", preferably made in one forging, with the eye-piece B" prolonged and entering between a pair of plates or dat surfaces, C','formed on the ends of oscillating levers C, Y jointed at their inner ends by pins at the middle part of the frame A, and these levers arev pressed or held against which retain the springsin compression when either of the levers C is acted on by the axlearms B'H; or this action might be eiected by separate or duplex blade-springs or drawingsprings acting direct or through suitable levers. When the wheels z ofeither oftheouter bogie or axleframes, B B, enter on a curve of the permanent wayz, asis shown at the right-hand side ot' Fig. 2, that bogie or frame B is swiveled partly round on its centraljoint-pin, b, by its axle being forced to take the normal radial position to suit the wheels, which are acted on by the curved rails z', (as by cams or cam-grooves and the projecting inner end or arm, Bf", of the front frame, B, presses back the spring disk or plate C ofthe lever C bearing against it at one side, as shown, and as the carriage travels fully on the curve from the straight line the wheels of the central bogie, A, follow the rails, and the rear end axle-frame, B', also following, acts in asimilar manner by its projecting arm on one of its springs to compress it, (or, it' a draw-spring, to extend it,)and both axle-frames B B thus also tend to press the central frame, A, to one side, beneath the carriage-body, so as to cause the wheels of the middle frame, A, to take the curve with their axle in a radial position also; but as soon as the curve is passed and the straight line of permanent way enf tered the projecting arms Bll B on the inner ends ot' the frames B B are drawn into a straight line by simple traction of the moving train, but are also pressed back by the action of the springs c on the lever C, so as to place and keep the under frames all in one longitudinal line steadily, if the action ofthe rails on the wheels and 'axles should be insuiicient or irregular. 1f the carriage is traversing a reverse or flattened S-curve, the one end axleframe or bogie B is swiveled in the opposite direction fr'om the other, so as to have the axles a' a radial to the reverse curves, the opposite springs, c, being com pressed by the action ofthe respective projecting arms Bl Bf" ofthe outer frames, B B, on the ends of the levers O, between which they enter, and the central frame, A, is thus kept in its middle or mean transverse position Awith the wheels following the rails.

The body or upper main frame-work, Z, of the carriage is carried on the twolower'end fra-mes, B B, by means of the strong fixed pins or pivots b b', screwed in them, and passing through a short longitudinal slot, b", in astrongplate, Z', secured to the carriage-body Z in the longitudinal central line ofthe whole, screwed or otherwise :fitting into screwed eyes bf in the main central parts of the lower frames, B B, on which the carriage Z bears mainly at the plate Z', these swivelng points being by preferencefsituated nearly midway between the central line of each end axle, a af', and the center ofthe pins b b, coupling the end bogies, B B, to the central axlefra1ne,A. The plate centers b'b", on which the carriage-bodyZ rests, are thus slotted to allow of the slight play or longitudinal motion of the pins b in them or motion ofthe slots b past the pins b', when the frames B swivel round under the carriage Z in traversingacurve,the pins centers b' being now nearer the inner ends of the slots b" than when the carriage-frames are all in a staight line. The carriage framingZ is further secured to the lower frames, B, partly to prevent longitudinal vibration or play ofthe pins b in their slotted centers, by having a differential curved transverse slot, b2, formed in each ofthe plates Z of the carriage-framing Z', in which'thelongitudinal slots b" are formed, and ashort way from each of the lixed center pins, b', through which slots b2 b2 strong pins b3 b3 pass, and are screwed into the lower end frames, B B; and these pins b3 b3 are free to movein the curved slots b2 b2 when theframesB are swiveled round. Instead of one pin b3 and transverse differential curved slot b2, two pins and longitudinal curved slots outside and in the transverse line ofthe central pin may be used for preventing vibration or play of the carriage-body Z on its supporting swivelingfranie B in its angular position 5 and the converse'of this arrangement of pins and slots may obviously be applied for securing the upper carriage-body or main framework, Z, to the lower axle-frames, B B-that is, by forming longitudinal slotted centers b b and fitting transversely-curved slots b2 b2 in the lower end frames, B B, and the fixed center pins, b b', and transverse moving pins b3 b3 in the upper frame-work, Z Z.

By either of these improved arrangements thelongitudinal centerline of the carriage-body VZ takes a position always tangential to the curves traversed through the swivelng pins b b, connecting the carriage Z to the swivelng frames B B, which has the effect of throwing the weight ofthe carriage Z as much over the outer axles as inward on the central axle, and the weight is thus equally distributed over the frames and wheels in the mean center line for the time being of the under swivelng frames. The upper carriage-body, Z, being onlysecured to the lower swivelng frames, B B, by the pins b b and b" b" at or near the longitudinal center line, provision is lmade for further securing the carriage to avoid risk of its being canted on these pins or lifted offthe lower frames, B B, by tting pins or bushes d to the upper frame, Z, at both ends, as shown, and at convenient intermediate situations,if required, which pass through and are secured below plates D Dl in both frames B Z. slotted longitudinally and transversely to allow of free play of the slidepins 'when the lower.frames, B, are swiveled; and the central bogie, A, may also be similarly secured or stead ied to the upper carriage-frame,

Z, by bearing-plates or by pins working in slotted centers.

IOO

IIO

The slide-pins d are preferably made in the form of sliding bushes d', slightly rounded to slide in their slotted plates D D freely, with broad rubbing-plates and washers, with indiarubber disks between them at d', tightened up by a bolt, d, passed throughthein and the` sliding` hush or pin d, and tightened up above or below the plates and rubber disks d to give any desired degree of friction,with the elastic safe yieldingof the india rubber to prevent breakage. Y

Fig. 5 on Sheet 2 is a sectional. side elevation; and Fig. 6 is an inverted plan, showing part ot' the lower framing of a railway-carriage fitted with a modified arrangement of my improvements. In this modification the carriage-body Z is secured l0 the outer swiveling frames, B B, by pins b b',working in slotted centers b" b, as described in reference to Figs. 1 to 4, and the swiveling framesB B are also connected in the same manner to the ceiltral frame, A, by the joint-pins b b; but the long lever-arms B B" on the innerends, B', of the outer frames, B, in this example enter between long levers C', jointedv to the angled ends of the central frame, C, and which are kept or pressed in contact with the arms Bl by means of long bladefsp'rings c, xed longitudinally on each side ot' the frame A, but actin g transversely on shoulders [02, formed on the lever C, the resulting action of thfarms B" on the levers and springs, and vice versa, being substantially the same as described in reference ifo Figs. l to 4.

When continuousl brakes care litted in combination with my improved axle-radiatingcarriage-frames lthey would .be constructed, as shown in Fig. 5, to the outer swiveling frames, B B, the air-brake cylinder E being bolted to the outer ends of the swiveling frames B B of each carriage Z, so as to be moved with it and so be applied through the ordinary arrangement of rods and levers c 6'directly to the outer wheels, z, ot' each frame B.

In these new or improved constructions or combinations ofradiating frames for railwaycarriages any of the ordinary arrangements of combined or separate buffer and draw springs, with their rods and other tittings,would be applied to the end frames, B B, which for this purpose would be formed with strong ends B", preferably of beams'ot' hard wood bound to the iron framing B, through which the rods It and i would slide with their buiier-guide bosses and heads B' It, and drawhooks r outside, all tted to work-at the proper height oft' the rails, as usual.

In Figs. 1 to 4 an ordinary arrangement of bow blade spring S is fitted to slide in a strong guide, S', in the center of each frameB as near the inner end or swiveling eye B as possible to allow of good -long rods. The inner end ofthe hook-rod r is secured to the center buckle ofthe spring S, while the pushing bosses or blocks B2 at the inner end ofthe -bnier-rods act on the free ends of the spring S, which thus acts jointly for both the buffers and draw-hookg/but either or both of these might be fitted with separate helical or conoidal springs at the inner ends of their rods.

When it is desired to couple the draw-hook rods i' i" at each end ot' these three carriageframes A BB this may be done, as shown in Figs. 5 and 6, by connecting the inner end of each hook-rod i to the center ot' a short swinglever, 1,and two rods, ri", to the ends of this lever'r", with links or short chains at r3 to work round the swiveling-joint disks a'fazand inward between the frames B B and A, connected by the lon g rods r4, crossing each other at the center over the frame A. This arrangement of continuous drawrods would allow of the swiveling of the frames A and B B, and compensate by the reverse angling ot'thelevers 1^" r and their crossing-rods r4 r4, and when'the same bow-springs, S, were desired to answer for these draw-rods r andbufter-rods B the links r" could be madeforked to pass the spring, and the rods i", fitted with a crosshead,t, with eyes at its end t', sliding'on the butler-rods R,

and acting through these and collars t, se-

cured on them ou thel vspring S; but in this arrangement the draw or hook rods 1' might be titted'with the ordinary helical or conoidal draw-springs, and so dispense with the crosshead t. Although the ,frames of these oscillating under frames, A B B, of the 'carriage have been shown and described as constructed of wrought angle (L or T) iron or steel, it is to be understood that they maybe constructed ot' bound wooden framing, or of compositeiron and wood framing, or in any ordinarymanner, and that the sunk ange-joints c a2, coupling the frames A and B B together, might be constructed in other ways to take the strain ott' thejoint-pihs b b, and the axles a a and their boxes z may be iitted to these frames AB B in other ordinary manners and with other ordinary forms of springs than the bow-blade springs shown, but in all cases so as toadmit of wheels ot' larger diameter than is usual with ordinary carrying or four-wheeled bogieframes. l

Instead ofthe central underfranie or bogie, A, of the carriage having a single axle, a, and pair of wheelszin the center, itmay be fitted" with two axles and pairsof wheels set at some slight distance apart to give greater steadiness to the central part of the carriageZ,'and these axles may be made to radiate or cause the wheels to take the curves of the rails bycoupling their lever-arms to one transverse bar and set of springs,as in the arrangement shown in Figs. 7, 8,and 9, Sheet 2; and by another moditication the upper frame, Z, of the carriage may be formed or secured on the central frame or bogie, A, which would in this case have its ends extended and connected to the outer end swiveling frames by springs fitted on them through the joint-pins, so as to allow these end frames to swivel otherwise, substantially asy hereinbeforedescribed in reference to the first the central frame.

Another improvement of my said invention has reference to an arrangement of the parts for swiveling and radiating the two axles of four wheeled tramway cars or railway car- 5 riages for the turning of these round quick curves, and which is most suitable for long vehicles, or where the axles and wheels have to be placed far apart to give stability and steadiness to the vehicle with the least possible strain and friction in turning curves, and of which one modification or construction is shown in the longitudinal and transverse scctions, and inverted or under side plan, Figs. 7,8, and 9, respectively. Referring to these figures, this improved arrangementconsistsin mounting the two axles a/ a and their wheels l l on separate swiveling frames or hogies B B by center pins, b, and bearing-centers b' over the axles, or nearly so, and side khearing-blocks, b b2, to the under side of the main or under frame, 2 2, of the tramway car or carriage 3, having the long arms B and B, secured to their respective bogies B B, and connected in the center under the main frame 2 by the pin and slotted joint b3 11 at their inner adjacent ends, so as to radiate in turning curves to either side, and equally the leading bogie and its axle and wheels through its lever BI or B, as the case may be, always turning the other or trailing wheels and axle radially to the curve of the rails z they muy he passing for the timebeing, all as shown in theseligures, 7, S, and 9, and substantially as described in reference to the end axles and wheels and their bogies, indicated bythe same reference-letters, and having a connection at the centerjoint, b, to the under sides or edges of the main frame 2 by the two spiral or other springs E, which would always tend to keep the swiveling arms or levers B' B in the straight line, and also bring them and their hogies to their true normal position after turning a curve to suit the straight line ot' the rails or tramway z z. When this arrangement is used for tramway-cars to be drawn by horses or a separate tractionen gine the hars B B or other equivalent would be prolonged ont toward or beyond the ends ot the car 3, or its platform 3 at B3, where they would be coupled by an eye or other equivalent to the traction -couplings of the horses `or tractionengine beyond it, and which in turning the curve would really steer the car by one of its levers B3 round the curve by simultaneously swiveling both bogies radially as they entered the curved line; but where traction was not used, as for combined steam and passenger carriages, any ordinary arrangement of steering-gear, such as used on road steam engines, with segmental toothed or chain wheels and pinion, which would right themselves when not in action, might be fitted in the advanced bogie with hand-wheel and spindle carried on the platform 3, for steering the vehicle, and radially-swiveling axles and wheels in a positive manner equivalent to that described in reference to the levers B3.

The central bearings, b', round the swiveling pins l) ot' the bogics, are formed with a hollow recessed and bearing part, the upper bearingprojecting down into this cup-like part, which may contain the oil or other lubricant used for reducing the friction of this bearn g, either with or without a few layers of woolen fabric bX or other equivalent which might retain the lubricantand deliver itto the bearingjoint c c as pressed out, and, when desired,

this joint might be fitted with a spiral indiarubber or other block or circular spring, 0X, round the pin, to assist in taking the strain oll the hearing c and prevent shocks or breakage of these parts.

And although only one axle ci' and pair of wheels l' l have been shown in Figs. 7, 8, and 9 as mounted on each bogie B, it is to be understood that two axles, each with its pair of wheels, might he mounted close to each other on the bogie-framc B, (as in many other bogies, such as used for railway locomotiveengines,) and so have these swiveled radially, or nearly so, to the curve of the rails by the arms B B" B, substantially as described in reference to these figures, 7 to 9.

In all these arrangements or combinations ot' mechanism for swiveling or radiating the Aaxle an" ofirailway and tramway vehicles, as described, it is advisable that thewhcels should be capable of revolving loosely in opposite directions toA savefriction on them and therails and assist the swiveling of the axles; and this has been done heretofore by allowing the one wheel l or 1 to revolve loosely by its eye on the main axle a or c; but as this does not seein to me to be a durable or satisfactory mode, I by anotherimprovement tix the one wheel l' on the main axle a', which revolvesin its hearings l l, all as usual, and tix the other or second wheel l', on the outer end, close up to the hearing l, on that side, of a hollow shaft or spindle, a2, mounted on the inner main shaft, a', as seen particularly in Fig. 7, preferably with end bushes, c, fitting the inner shaft, so that the centerpart of the hollow axle ft2 can form or be used as a box for containing grease or other lubricant, and allow the two axles c a2 and their wheels l l to turn in reverse directions while being swiveled or radiated, as described, with very little strain or friction, and yet allow both axles to revolve at the same speed without turning upon each other when the wheels are rolling, as usual, on the rails, and causelittle wear and tear of the bushes a of the hollow axle a2.

Having thus described the nature of my said invention and the manner of performing the same, 1 have to stato that Ido not conne myseit' to the precise details herein described or delineated; but

What I consider novel and original, and therefore claim as new, and desire to secure by Letters Patent, is-

l. The combination of under carriage-frame, Z, and the three lower carrying-frames, with their oseillatin g connecting-joints arranged on their central longitudinal line, the reacting IOC IIO

256,346 t ls springs o o' and levers (lO/,and the subsidiary slotted attachments and sliding bushes, all constructed and operating substantially as and for the purpose set forth.

5 2. The combination of carriage'frame Z with the oscillating under frames jointed at I) b,be tween the central andouteraxles, an oscillating joint, b b2, and connecting-frame Z to said under frames, and differential slotted cam tracro tion-joints b2 Z13, all substantially as and for the purpose set forth.

3. The combination `of carrying-frames AB C and the under frames with the actuating-levers B B, and the, joints or connections for I5 allowing the axles and wheels to oscillate to JOHN MAcLAcHLAN.

In presence of v M. SCHLESIN'GER, J. C. HUBBELL. 

